Aspen Avionics AOA

AN overview of the innovative Angle of Attack system designed for the ASPEN EVOLUTION PFD and MFD 1000 series. No wiring, sensors, vanes or external hardware is required.
Includes how the system performs, and actual demonstrations in flight of the safety advantages of flying a light plane with an Angle of Attack Indicator.

[@trusttrewhitt9374]

I purchased the Aspen Avionics PFD 1000 and MFD 1000. After having the Aspen Suite installed, I saw this Phil Boyer presentation using the new AOA enhancement and displaying and highlighting the AOA indicator in the large format on the MFD. Throughout this video the safety benefits with the large format, in my perception, are made obvious. The AOA looked like a good safety enhancement, so I took my Bonanza to Affordable Avionics at Chino airport and paid $1,995 which is now $595, for the AOA upgrade. When I picked up my plane, rather than the large display that I expected and wanted, as I have two screens, being presented on the MFD, I had a tiny and distracting indicator on the PFD. I immediately requested that they change to the large display, as that was what I wanted and believed that I had purchased. The response was that Aspen Avionics would require me to purchase an additional license for a another license fee. When I asked them just to move the license over to the MFD they refused. That ludicrous and rapacious attitude converted me from a pleased, "Good Will Ambassador" for Aspen Avionics, to a very displeased customer that will probably never buy another Aspen Avionics product. Moreover, I share that story every time someone asks me how I like my Aspen displays. In addition, MFD was marketed to me as a redundancy to the PFD in case of a PFD failure. It is certainly not redundant if it does not have the same safety features when you have an emergency. I would like Aspen Avionics to make this situation right and prove to me that they are worthy of my future business.

[@perricoyne3325]

HI Blaine, thanks for your comment. Aspen's AOA provides an accurate and reliable indication of an approaching stall, including accelerated stalls. The system was designed for all types of stalls, including accelerated stalls. We have a couple of unsolicited testimonials, one from an accomplished CFI who has installed and has flown Aspen's AOA. We welcome you to visit our AOA page (sadly, You Tube won't allow me post the direct link here). Also on that page, under the resources tab are FAQs that may help address some of your concerns.

[@gnagyusa]

Very cool.

[@michagawron1778]

The top/bottom pointers on the AOA 'ladder' is a bad user interface design. It requires pilot to remember what configuration is current and think about which indicator should he trust. Correct design would take gear/flaps data as an input and display only one pointer. As this is software based, errors in the estimated gross weight should be computed (and other errors from sensors, if they're known) and the pointer could change into a range, indicating possible inprecision in estimated AOA. That's my thought.

[@N91CZ]

Everyone should really know off the top of their head what their stall speed is in a 60 bank turn. I am surprised at how few pilots actually know. A conservative number to use is 1.5 Vs. (that is rounded up from sqrt(2) x Vs or 1.41). And one should not slow down to final approach speed until all maneuvering is done.

[@bobcasian6855]

Hi, Nice device....But Phil you landed too short before the threshold marking. Fly P O W peek out window

[@michagawron1778]

Wasn't that his intention?

[@navpac1]

what about partial flaps, say 20 instead of 40? How does it accommodate intermediate settings? And many aircraft use 10 degrees of flaps on take off mandatory.

[@pbboyer]

+navpac1 The unit is not able to be calibrated doe flap positions other than UP or fully DOWN - it would be an expensive and time consuming process to certify flap position directed to the AOA - on take-off it will be of little consequence and on T.O. you will have a more conservative indication since partial flaps will allow lift-off earlier.

[@VE2FET]

Software and AHRS driven, why not on things like Boeing B737MAX with many dead because of faulty AOA hardware sensor?

[@rcairflr]

I doubt this would be Certifiable in a Part 25 aircraft

[@aerotvnetwork]

Nice work, Phil... want a job? :)

[@BlaineNay]

I have trouble believing that the Aspen AOA would give accurate and reliable AOA indications during aggressive accelerated stalls. Please calm my fears.

[@rcairflr]

I agree with you. I doubt this would be Certifiable on a Part 25 aircraft. Also the confusing indication would never be Certifiable on Part 25

[@rfresh1011]

I agree with Michal, this is really a very poor user interface. There is absolutely no need to present two indicators. You can show one indicator and have it know the configuration.

[@TheWalachecman]

Landing on the arrows? 😂